JPS6124446Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a suspension interference characteristic adjusting device in which the center position of a ball joint at the tip of a steering arm can be moved up and down.

Conventionally, in the axle suspension system commonly used in trucks, buses, etc., as shown in FIGS. 1a and 1b and FIG.
It is elastically supported via a frame (not shown).

The steering linkage of these vehicles generally includes a steering knuckle 4 that is swingably supported by the front axle 1 and supports the wheels 3.
and one end is attached to the back of the steering knuckle 4 by two screws 5, or it is fitted into the steering knuckle 4 as a tapered shaft as shown in FIG. A steering arm 7 is fixedly attached and has a ball joint 6 fixed to the other end, and a pitman arm 9 is fixed to an output shaft of a steering gear 8.
It consists of a drag link 11 whose one end is connected to the tip of the pitman arm 9 via a ball joint 10 and the other end is connected to the steering arm 7 via a ball joint 6. When the steering wheel 12 is rotated, the pitman arm 9 swings as shown by the arrow in FIG. 2, and the steering arm 7 swings as shown by the arrow in FIG. 1b via the drag link 11 to perform steering.

In these vehicles, the springs 2 are deflected due to fluctuations in vertical loads when the wheels roll or when traveling on rough roads. In this case, the center of the ball joint 6 of the steering arm 7 is forced to move up and down like a curve ' according to the deflection of the spring 2, as shown in FIG. Further, the drag link 11 is restrained so as to move on a curve ' with the ball joint 10 of the Pittman arm 9 as the center.

Therefore, for this reason, the drag link 11 is forced into a longitudinal movement corresponding to the deviation of the lateral displacement of both curves, which is transmitted to the steering wheel 12 via the pitman arm 9 and the steering gear 8, or the wheel It will swing.

For this purpose, the ball joints 10 and 6 of the pitman arm 9 and the steering arm 7 are
The position of the steering wheel 12 is selected so that the deviation of the lateral displacement described above is minimized to prevent impact on the steering wheel 12.

The center of curvature of the locus ′ of the center of the ball joint 6 of the steering arm 7 due to the deflection of the spring 2 is near the end of the spring on the opposite side from the spring hanger 13. Since the position is quite far from the center position of the front axle 1, it is difficult to reduce the above deviation by moving the position of the ball joint 10.

On the other hand, if the center position of the ball joint 6 of the steering arm 7 is moved up and down, the third
As shown in the figure, it is known that the above bias can be significantly corrected. In other words, when the center position of the ball joint 6 is moved upward, its trajectory changes to the curve ′, and the trajectory changes from the rebound side (spring When the spring load ((the load of the vehicle body supported by spring 2)) is not applied to spring 2, the bias decreases, and conversely, when the center position of ball joint 6 is moved downward, the bounce Side bias is reduced.

How to select the bias on the rebound side or the bound side is determined by the vehicle design based on the vehicle configuration, vehicle characteristics, spring characteristics, etc., but it is determined by the vertical movement of the center position of the ball joint 6. The effect of correcting the above bias is significant.

Therefore, in order to move the center position of the ball joint 6 up and down, the shape of the mounting portion of the steering arm 7 must be changed. In addition, as mentioned above, various selections are required based on vehicle configuration, characteristics, spring characteristics, etc., and various variables are also required to determine the optimal position of the ball joint 6 for a single vehicle. Therefore, by changing the shape of the steering arm 7, the ball joint 6
It has become a difficult problem to move the center position of the suspension up and down and adjust the suspension interference characteristics.

The purpose of this invention is to solve the above-mentioned problems, and by adjusting the mounting angle of the steering arm to the steering knuckle, the center position of the ball joint can be moved vertically, and a single steering arm can be used. The object of the present invention is to provide a suspension interference characteristic adjustment device that can obtain the optimum center position of the ball joint of a steering arm for various vehicles and various springs.

Embodiments will be described below based on the drawings. In FIGS. 4 and 5, the same or equivalent parts as in FIG. 1 will be described with the same reference numerals.

In FIG. 4, the steering arm 7 is attached to the steering knuckle 4 by adjustment means A so that the attachment angle can be freely adjusted, and the center position of the ball joint 6 can be moved up and down over a wide range B. ing.

For example, as shown in FIG.
A taper serration hole 14 is bored in the steering knuckle 4, and a mounting portion of the steering arm 7 is formed on a taper serration shaft 15 that engages with the taper serration hole 14, and is tightened with a nut 16. There is.

Therefore, the center position of the ball joint 6 is aligned with the taper serration axis 15 of the steering arm 7.
By shifting the peak of , there is an effect that it can be easily moved in the vertical direction.

The adjustment means A may be a straight serration engagement, and a step portion may be provided on the shaft portion of the steering arm 7 to lock the end surface of the steering knuckle 4.

As explained above, according to the present invention, the mounting angle of the steering arm with respect to the steering knuckle is adjusted by the adjusting means, and the center position of the ball joint of the steering arm is moved in the vertical direction, thereby preventing suspension interference. Since the characteristics can be adjusted, it is possible to apply various types of leap springs with different spring characteristics to one steering arm, making it possible to finely adjust the suspension interference characteristics for each vehicle. This has the effect of making it easy to search for an appropriate value for the interference characteristics.

[Brief explanation of the drawing]

Fig. 1a is a rear view of the front axle showing the vicinity of a conventional steering arm, Fig. 1b is a top view of Fig. 1a, and Fig. 1c and d are a top view and an enlarged view of important parts of the vicinity of another conventional steering arm. , Fig. 2 is a side view illustrating the suspension interference characteristics shown in Fig. 1, Fig. 3 is a chart showing changes in suspension interference characteristics due to vertical movement of the center position of the steering ball joint, and Fig. 4 is a side view illustrating the suspension interference characteristics shown in Fig. 1. FIG. 5 is a rear view of the front axle showing the vicinity of the steering arm of one embodiment of the invention, and FIG. 5 is a partially enlarged sectional view showing the adjustment means. 1...Front axle, 4...Steering knuckle, 6, 10...Ball joint, 7...
... Steering arm, 9 ... Pitman arm, 11 ... Drag link, 14 ... Taper serration hole, 15 ... Taper serration shaft, 1
7...Key.

Claims (1)

[Scope of utility model registration request] A steering knuckle that is swingably attached to an axle that is elastically supported by the frame via a spring to support the wheels, a steering arm that is attached to the steering knuckle, and a ball joint at both ends that connects the steering arm to the Pittman arm. A steering linkage having a drag link connected to the steering arm via an inlet, wherein a part of the steering arm that fits into the steering knuckle is provided with adjustment means such as a serration or a taper serration. Adjustment device.